Propelling mechanism.



PATENTED APR. 3, 1906.

D. W` RANTINE. PROPELLING MEGHANISM.

APBLIGATIDN FILED rma. 11. 100s.

2 SHEETS-SHEET 1.

N. 817,091. PATENTED APR. 3, 19,06. V D. W. BANTINE. PROPELING MEGBNISM.

Arrmonrou FILED man. 11. 1905. i

' 2 sHnETs-aHnnT z.

DANIEL w. RANTINE, or NEW YORK, N. Y.

PROPELLING MEcHANIsM.

Specification of Letters Patent.

Patented April 3, 1906.

'Applioaon filed February 11, 1905. Serial No. 245.282.

To all whom t may concern:

Be it known that I, DANIEL W. RANTINE, a citizen of the United States, residing in Brooklyn, in the city, county, `andState of New York, have invented certain new and useful Improvements Relating to Prop'elling Mechanism, of which the following is a speciication.

This invention relates to that class of propelling mechanism in which a tubular propeller-head with reversible blades is fixed on a tubular main or pro eller-shaft havinfra supplemental threads inner shaft Witliin the said propeller-head and the 'main shaft. My invention allows a reversible motion for the main shaft.

My' object is, irst, for the operation of the said threaded inner shaft to provide a double constructed durable main lock by which this f said threaded inner shaft may be at times safely coupled to the main shaft.

A further feature of the improvement is the construction of the stern-lock which in volves a lock-shaft partly carried'within the rear end of the propeller-head and other devices and parts which sustain this said lockshaft arranged to slide and turn artly while coming into cooperation with t e threaded inner shaft, for purposes which will be fully described below. i

I attain these objects by the mechanism illustrated` in the accompanying drawings, in which- Figure 1 is a side elevation, partly in longitudinal section, of the entire propeller, a part of the tubular main shaft, and lower end oi the rudder post, which latter carries or helps to carry the rear end.y The construction of the stern-lock is also shown in the same figure.' Figs. 2, '3, 4, 6, 7, 8, and 9 are on a much larger scale than Fig. 1. Fig. 2 is a longitudinal top view of one of the main loclebilshings. Fig. 3 is a front end view of one of the main lock-bushings, showing the diametrical difference of the teeth or points in this said lock-bushing. Fig. 4 is a longitudinal section of one ofthe main lock-bushings. In Fig. 5 is shown how the propellerblades are set for ahead or for back propelling. Fig. 6 is in the line 6 and 8 in Fig. 1 showing a rear View of the lower end of the rudder-post and section of the locking teeth or laps on the stern-lock shaft when the stern -lock shaft is connected to the threaded` inner shaft and the propeller is turned or revolved in the direction shown by the dotted arrows. Fig. 7 is a sectional part of the locking teeth or laps on the lim` 7 and 9 on Fi 1,' assumed to be at a tinuwhen the lociiing-faces of the stern-lock shaft and the, opposite lock-face on the rear end of the threaded inner shaft are close together, the shaded parts being the lockingteeth as they are set while effecting side propelling to turn the vessel to the right. The revolving direction of the propeller is as shown by the dotted arrow. Fig. 8 is similar to Fig. 6, but showing 'only in section the action of the locking points or laps while the propeller is turned in the direction as indicated by the arrow.

action of the locking teeth or laps while the propeller is turning in the direction shown by the arrow for propolling to turn the vessel to the left. In Fig. 10 is seen the relative standing of the propeller-blades to the vessel while thus acting in the lateral propelling. The dotted arrow shows the revolving direction for the right and the strong line arrows for the left turning;

Bimilar letters of reference refer to similar parts throughout the entire drawings.

In practice the propeller-head B is fas" tened over the tapered end of the tubular main shaft B by the key Bk and with the n id of the threaded ring B6 and the bolts B7.

Preferably three are used; but only onel is shown in Fig. 1. The propeller-head has thi` means shown for carrying the blade-gears ll and Gr and the blades H and G', secured to the said blade-gears H. The driving or 0peration of the blade-gears is done by two small driving-gears E and F, slidably feathered, one on each of the two different threads on the threaded inner shaft D. The gear E has an ordinary single feather running in an ordinary straight s here groove in the inner shaft. The gear F lias a helical feather running in the helical groove shown. These gears are held in their respective places`within the propeller-head B by the two threaded stop-rings B8 and B9. A piece of tubing H is also set between the said gears to keep them the proper distance apart.

The inner shaft D in operationis directed and slided endwise by any well-known means or device (not shown) from inside of the vessel. Two places are set for the inner shaft to stay. They are far in and far out. When the inner. shaft is far in, the main vlock is closed, and the propelling-blades are set for Fig. 9 is the same as4 Flg. 7, but showing the IOO the stern-lock device is set inaction and thepropeller-blades are operated to effect the side or lateral propelling.

It remains now to describe the construction and action of the main lock and also of the stern-lock.

The main lock has two op osing parts or lock-bushings .Ba and Da. ach of the said lock-bushings 1s made to have two projecting points and have two internal notches or recesses and four inclined side-faces or steps..

All the projecting points (seen in Figs. 1, 2, 3, and 4) on this said main lock-bushing are similar, and all notches or recesses are similar to each other, and all the inclined side faces or steps are similar, and thereforethe parts not shownV on the drawings may be clearly,-

understood from the similar parts illustrated. The lock-bushingBa has the projecting points Bb and B", and the lock-bushing Da has the projecting points Db and De. The four side ste s of thebushing Ba are marked BU'l Bd and Be e: The opposing lock-bushings Da have the side steps Dd Dd and De De. Of the V sha ed notch or recess the bushing Ba has BI -an Bg, and the bushing D has Dt and Dg. The lock-bushing Ba is strictly secured within the tubular main shaft B. The other opposing lock part or bushing Da is strictly secured on the threaded inner shaft D. The..

projecting pointsl Bb and Db are of a larger diameter than the other projecting points of the smaller diameter of the opposing lockbushing. In closing this main lock the threaded inner shaft is thrown far in and the lock-bushing Dl is closed to the lock-bushing Ba. This will set the projecting points of each of the opposing lock-bushings into the 'V-shaped recess in the periphery of their opposing lock-bushing- The V-shaped recesses are of the same diameter with the corresponding projecting points of the opposing'lockbushing. The inclined side steps in these lock-bushings are the stay-there places, which make the couplino` of the two lock parts more safe for holding position shown in Fig.5, which sets the roeller-blades for ahead or back propelli') he strong line arrows indicate the direction of the revolving motion for pro elling ahead. The dotted arrows show the direction of the revolving motion for back-propelling. The other of theftwo aforesaid locks isthe sternlock. It includes a locking-shaft R with a toothed face R on its inner -end and two teeth R2 and R3' on this said toothed face. Another opposite lock-face D with the teeth D2 D3 is fastened on the rear end of the threaded innershaft D, (seen in Fig. 1,) a step-ring B5 removably secured in the rear of the propeller-head B.' A spring L is set for ward of this stop-ring B5 against the back of the toothed faceR. This springL is meant e inner Shaft in the.

to relieve back and press forward the lockshaft R in time as the inner shaft D is thrust to engagement-with this said lock. On the rear end of this lock-shaft R is fastened a dog R5, which has a tooth vor lap R6. Asu'bjoined piece or bracket R7 is held by the screw A2 on the lower end of the rudder-post A. The lower end of the bracket R7 is around the lock-shaft R, and one side of the lower end of this said bracket R7 is made to a tooth or lap Rs. This lap R8 is the corresponding lap or tooth against the tooth R. The opposing teeth or laps R and R8 are each exactly onefourth of a full circle. (Seenin Figs. 6 and 8.) This affords in action for .the lock-shaft R a one-half turn of lost motion forieasons which further will be'fully described. The aforesaid teeth or laps on the tooth-faces R and D in this stern-lock are diametrically of two different sets, and while broughtA to action against each other they will be set as follows: On the tooth-face D of the inner shaft D the series of teeth D2 is ofa large diameter and corresponds in the action against-the teethl leaves a one-half turn of free or loose motion for the inner shaft D from its engagement with the stern-lock shaft R each time'when the said inner shaft D, with the propeller, is reversed to turn to the opposite direction. This one-half turn or lost motion, with the other before-described' one-half turn or lost motion, which is afforded by the teeth or laps of the two subjoined locking-pieces R6 and R7 for the stern-lock shaft R, will let or leave a com lete turn or loose motion for the inner shaft l f While revolving,the propeller may be in either direction, as the arrows indicate on the drawings, and the blades will act for the right or left in the lateral propelling only below the main shaft-line s Z, as seen in Fig.

' 10, and in deep water the result will be more eective.

I am aware that prior to my invention propellers have been made with partlyrreversile blades andv devicesv for effecting theY same,

.and therefore Ido not claim the whole combination; but

What I do claim, anddesire to secure by' lock-bushings with two opposite 'projecting points of diierent diameter on the end of each lock-bushing, corres ending V-shap'ed notch or recesses of' a diiierent diameter in the periphery of eaeh'said lockbushing to enga e the aforesaid Vprojecting points, the side aces or steps diametrically diierent on the-two opposing sides of each lock-bushing arranged to lock the threaded inner'shaft to the tubular main shaft and the threaded stoprings B8 and B, in combination with each' other and with the ydistance-piece H and with the small bevel-gears E and F all substantially as herein shown and described for purposes specified.

2. In combination a universal propeller of a tubular propeller-head fixed to a tubular main shaft, a sup lernental threaded innerV shaft, a stern-loc shaft in fixed position partly'received within the rear end of the4 propeller-head a tooth-face or flange on the lnner end of this said lock-shaft, two sets ofl teeth or' laps diametrically different on this tooth-face, to receive the engagement of the corres ending teeth of the rear end of the threa ed inner shaft, the two adapted arts R5 and R7 and the teeth or laps R and s on the rear end of this said lock-shaft all arranged to serve substantially herein shown and described.

Signed at New York city, in the county of New York and State of New York, this 19th day cf February', A. D. 1905.

DANIEL W. RANTNE.` Witnesses:

GEO. M. KITTRICK, B. G. BRADY, 

